Automatic priming device and method



Get. 21 1924.

' l. H. WILSEY AUTOMATIC PRIMING DEVICE AND METHOD Filed July 8.

II/1v A u Patented Get. 21, 1924.

UNITED STATES PATENT oFm-E.

IRVEN I-I. WIL$EY, or onrcneo, ILLINOIS, AssIeNoR 'ro CHARLES HQIvIEYER,

TRUSTEE, 0 onroneo, ILLINOIS.

AUTOMATIC PRIMING DEVICE AND METHOD.

Application filed July 8,

T 0 all whom it may concern:

Be it known that I, IRvEN H. W1LsEY,a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Automatic Priming Devices and Methods, of which the following is a specification.

This invention relates to priming devices for internal combustion engines. One of the principal objects of the invention is to provide a device of this kind which operates entirely automatically to supply a charge of pure fuel to the engine upon the initial movements thereof.

Ainother object is to utilize the pressure developed in one or more of the cylinders as the engine is turned over to operate the priming device so that a priming charge of pure fuel is injected at the proper interval to insure easy starting of the engine.

Another object is to provide a novel method of priming an internal combustion engine which consists in utilizing the variations in pressure in thecylinder to "draw a charge of pure fuel from the fuel supply source and forcing this charge into the engine cylinder as a priming charge to render it easy to start the engine.

A still further object of the invention is to provide a novel method of and means for storing energy from a moving motor and automatically utilizing such energy after the stopping of the motor.

Other objects will appear in the progress of the following detailed description, which is to be read in connection with the accompanying drawing wherein Figure 1 is a side elevation of an engine equipped with the priming device of my invention. Fig.

2 is a central vertical section of the device taken on line 22 of Fig. 3. Fig 3 is a plan view. Fig. 4 is an under side plan of the cover plate of the device and Fig. 5 is a central vertical section of the injector nozzle used in connection with the device for spraying the priming charge into the intake manifold of the engine.

Throughout the views the same reference numerals are applied to the same parts.

1921. Serial No. 483,165.

6 with a source of fuel supply which may be either the main fuel tank, the vacuum tank or the float chamber of the carburetor of the engine, whichever is most convenient for attachment.

The device 6 comprises a cup-shaped storage receptacle 13 which is closed by a flanged" cover plate 14 fastened securely thereon by means of a plurality of screws 115v to form. an air tight chamber. Threaded into an opening in the bottom of the receptacle-13I is a bushing 16 secured by a lock nut 17. The bushing 16 protrudes into the receptacle and is there permanently secured to the bottom wall of a metal bellows 18." Although any suitable form of pressure responsive means :may be utilizedvsuchas a diaphragm or the like, I prefertofprovide for this purpose a metal bellows such as that illustrated.

The metal bellows is closed at its upper end by a head plate 19 which has a centrar openingclosed by a plug 20. 'A coiled tension sprlng 21is connected between the plug 20 and the bushing 16 bymeans of nipples 22 and serves normally Ito compress the metal bellows to substantially the size shownin A Fig.2... The bushing 16 is connected with a; nipple 23 which threads into the cylinder head and establishes, communication between the interiors of the cylinder and the metal bellows 18. A ball closure 24 seats downwardly upon a seat 25 in the nipple 23 and has a bleeder hole .or bypass 26 extending diametrically therethrough. .A stem 27 which is fixed at its upper end in the wall of the nipple 23 has a reduced lower portion received in the by pass 26. The ball 24 is limited in its upward movement by an annular shoulder 28 formed by the reduced portion of the stem 27. Can, bon or oil lodging in the bypass 26 is read ly cleaned out by the ball reciprocating with respect to the stem as it repeatedly seats and unseats in the operation of the engine.

The receptacle 13 has a fuel inlet valve 29 and an outlet valve 30 which are carried on stems connected to levers 31 and 32, respectively, pivoted in posts 33 depending from the cover plate 1 1. The inlet valve 29 is arranged to seat upwardly on a seat 34 in a sleeve 35 threaded in the neck portlon 36, of the cover plate 14. The neck 36,similarly to the neck 37, may be threaded or otherwise permanently secured to the plate let to form a sealing connection therewith or, if desired, these parts may be formed integral with the plate. A comparatively light coil-ed tension spring 38 acting between the sleeve 35 and a stop knob 39 on the end of the stem of the valve 29 normally holds the valve 29 closed. A heavier tension spring 10 connected between the valve 29 and the free end of the lever 31 has sufficient tension so that when it is stretched, upon swinging of the lever 31, it overcomes the tension of the spring 33 to unseat the valve 29.

The outlet valve 30 is cup-shaped similarly to the inlet valve 29. By so forming these valves the action of the liquid fuel passing the valves is made available to assist in opening the valves. The valve 30 seats clownwardly ona sleeve 11 threaded into the neck portion 37. Both the sleeve 41 and the sleeve 35 are adjustable and are arranged to be locked in adjusted position'by lock nuts 12; A coiled tension spring 13 is connected between the free end of the lever 32 and the end of the stem of the valve 30 so that the valve 30 is normally held closed. The tube 11 previously referred to has connection with the neck 37 and the tube 12 with the neck 36. A removable plug 44 is provided in the cover plate 14' to admit the initial charge of fuel to the storage receptacle and to permit the operator to replenish the fuel in the receptacle where there has been considerable leakage at the joints either in the device itself or in its connections with the fuel supply source.

The outlet tube 11 is connected to the in jec'tor nozzle 10 by a nut 45 which, as shown in Fig. 5, clamps down upon the flanged end of the tube 11. ,The nozzle 10 is arranged to thread into the wall of the intake manifold 9 and has a restricted discharge orifice 4L6 for spraying the pure fuel in its raw form into the manifold on starting the engine.

vWhere desired, nozzles corresponding to the nozzle 10 may be provided in varying numbers in proportion, for example, to the number of cylinders which the engine has and, if desired, these nozzles may be made to discharge directly into the engine cylindeix' The device is arranged to operate in the following manner: Assuming that the storage receptacle. 13 has been supplied with an initial supply of fuel and that the pipe 12 leading to the fuel supply source is also filled so that there is a substantially solid column of fuel extending from. the receptacle to the supply source, the moment the engine is turned over in starting, the pressure developed in the engine cylinder is communicated to the interior of the metal bellows 18. The metal bellows expands and lifts the plate 19 against the tension of its spring 21 and fuel is forced out of the rcceptacle 13 past the valve 30 through the tube 11 and into the intake manifold through the injector nozzle 10. The moment the valve 30 opens, the sub-atmospheric pressure existing in the intake manifold is communicated to the interior-of the storage receptacle so that the metal bellows, the. interior of which. is subjected to comparatively high pressure, advances the plate 19 rapidly be cause of the disparity in pressure. The plate 19 rises very quickly until it engages the levers 31 and 32. i

In this upward movement, until the plate 19 engages the levers 31 and 32, a rich spray of fuel is emitted from the discharge orifice 46 of the nozzle 10. \Vhen the plate 19 engage-s the levers 31 and 32, the spring 13 is stretched, closing the outlet valve 30. At the same time the tension spring 40 is stretched sufficiently to overcome the tension of the spring 38 so that the valve 29 is opened. The. downward movement of the valve 29 is limited by the stop knob 39 on the end of its valve stem.

The plate 19 remains in engagement with the levers 31 and 32 until the engine ceases to operate. lVhen the engine stops, the pressure in the cylinders soon returns to normal atmospheric so that the metal bellows 13 under the action of its spring 21 commences to recede, the pressure within the metal bellows being trapped by the valve 24 is permitted to bleed through the restricted bypass 26 into the engine cylinder. As the plate 19 recedes the levers 31 and are released thereby replacing the valve 29 under the action of its spring 38 which closes it lightly. A reduction in pressure is also created within the storage receptacle because of the receding of the plate 19. This reduction in pressure is sufficient to overcome the tension of the spring 38 to unseat the valve 29 and a quantity of fuel is drawn in from the supply source through the tube 12. The valve 29 does not move from its seat sulliciently to cause the stop knob 39 to engage the end of the sleeve 45? which threads into the lock nut 42. The valve 29, in other words, is in floating relation to its seat and permits the. passage of fuel until a reduction in pressure no longer exists within the storage receptacle which is when the. metal bellows has revertedto its normal size. The

valve 29 thereupon closes, leaving the device in readiness for supplying a priming charge I 1 again.

The initial pressure produced in the bellows by the compression in the cylinder is accompanied by a rise of the bleeder valve 24. The subsequent reduction in pressure in the cylinder operates to close the valve 24 on the seat 25. The leakage through the bypass 26 is sufficiently slow so that in the time between compression strokes there is substantially little change in the volume of gas within the bellows. Hence, in the continuous operation of the engine the expand ed position of the bellows is substantially unchanged and no pumping action is exerted thereby. I

From the foregoing description it will appear that the priming device which I have provided operates entirelyautomatically and requires little or no attention once it has been properly installed. It will, of course, be understood that the specific details of construction are merely illustrative and are capable of variation so "as still to partake of the more important advantages of my invention. In the sub'joined claims it is therefore aimed to include all legitimate modifications and adaptations properly coming within the spirit and scope of the invention.

-'What I claim is:

1. In combination with an internal com-- bustion engine, means for supplying a priming charge of fuel to said engine com' prising an expansible storage chamber comniunicating with said engine and also with a fuel supply, said chamber being adapted to contain a charge of fuel, and a member adapted to be operated by the pressure developed in the cylinders of said engine to" eject the fuel from said chamber.

2. In combination with an internal com bustion engine, a priming device for supplying a priming charge of fuel to said engine having a member adapted to be moved from itsnormal posit-ion by the pressure in one or more of the cylinders of the engine in operation to eject a charge from said device to the engine, said member being adapted to return to normal position when said engine ceases to operate and in so doing to draw a quantity of fuel" to said priming device to recharge the same.

3. An automatic priming device for in ternal combustion engines comprising a storage receptacle, and resilient means adapted to operate automatically in one direction when said engine is at're'st to supply a quantity of fuel to said receptacle, said means being adapted to be operated in the opposite direction when said engine is operated to eject the fuel as a priming charge-to said engine.

4. A priming devlce for an internal combustion engine comprising a storage receptacle, and spring operated means adapted to operate automatically as a suction pump while the engine is idle to supply a quantity of fuel to said receptacle, sa'id'means being adapted to be operated as a force pump by the engine when the same is operatedply, said chamber being adapted to be charged with fuel while the engine is idle, and means for communicating to said chamber pressure developed in the cylinder of the engine upon initial operation thereof to eject the fuel from. said chamber to prime the engine.

6. In apriming device for an internal combustion engine the combination of a, storage receptacle, a diaphragm member,

spring means normally retracting said.

member to draw fuel into said receptacle,

said member being adapted to be expanded upon the initial operation of the engine by the" pressure developed in the cylinders thereof to eject the fuel from said recep-- tacle to be fed to said engine as a priming charge, and a valve between said diaphragm and the engine arranged to maintain sald diaphragm expanded during the operation of the engine, said valve having a bypass adapted to permit said diaphragm to be retracted when the engine ceases to operate.

7. In a priming device for an internal combustion engine, the combination of storage receptacle, a pressure responsive member, means normally causing said member to recede to draw fuel intosaid recep-v tacle, said member being adapted to be ad-- vanced upon operation of the engine by the pressure developed in the cylinders thereof to eject the fuel from said receptacle to be:

fed to the engine.

8. In a prlming device bustion en ines, the combination ofa storfor internal comage receptacle, a pressure responsive member, means tending to cause said member to recede to draw fuel into said receptacle,

said member being-adapted to be advanced upon operation of said engine to eject;

the fuel from said receptacle-to be fed to said engine,

9, In a priming device for an internal combustion engine, the combination of a. storage receptacle, a pressure responsivemember, means for moving said memberto receded position to draw fuel into said receptacle, said member being adapted to be advanced upon operation of the engine to eject the fuel from said receptacle to be fed to the engine, and a valve arranged to permit free communication of pressure to said member to advance the same upon the operation of said engine, said valve having a bypass adapted to permit said member to recede when said engine ceases to operate.

10. In a device of the character described the combination with a storage receptacle, a diaphragm for drawing in and ejecting fuel from said receptacle, said diaphragm being arranged to be operated by pressure applied on one side thereof developed in the cylinder of an engine associated with said device, of a valve for regulating the operation of said diaphragm disposed between said cylinder and said diaphragm, said valve comprising a ball closure, a bypass therein, a stem received in said bypass for guiding and limiting the movement of said ball, said stem being smaller than said bypass to permit leakage of pressure past said ball when said engine is at rest, said stem being slidable in said bypass whereby the same is kept clean.

11. In a device of the character described the combination with a storage receptacle, pressure responsive means for drawing in and ejecting fuel from said receptacle, said means being arranged to be operated by pressure applied on one side thereof, of a valve for regulating the operation of said means, said valve having a bypass therein, a member operating in said bypass for guiding and limiting the movement of said valve, said member being arranged to restrict the leakage .of pressurd past said; valve,

12. An automatic priming device for an internal combustion engine for supplying an initial priming charge of fuel to the engine, comprising a member adapted for forcing fuel from said device to the engine but adapted normally to operate when the engine is idle to supply fuel to said device, said member being made to operate upon the initial reciprocations of the pistons in the cylinders of the engine to eject the supply of fuel from said device as a priming charge to the engine.

13. An automatic priming device for an internal combustion engine comprisinga receptacle having communication with the engrins and a fuel supply source, and means operable normally to draw fuel into said receptacle from said source while the engine is idle and adapted to operate upon the first reciprocations of the pistons in the engine to shut off communication with said source and to force a priming charge of fuel to the engine from said receptacle, the device as a whole being relatively free from fuel while the engine is in operation.

14. The method of priming an internal combustion engine which consists of trapping the pressure produced by a running motor, maintaining said pressure in a slowly subsiding condition after the stopping of the motor, utilizing the subsiding pressure to draw a quantity of fuel from a supply source, storing said quantity. during the idle period of the motor, and forcing said fuel into the motor by the pressure produced when starting the motor.

15. The method of priming an internal combustion engine comprising mechanically starting the motor, utilizing energy from the moving motor to force a quantity of fuel from a storage chamber into the motor, maintaining said storage chambersubstantially empty during the operation of the motor, storing energy from the moving motor for use after the stopping of the same, and utilizing said energy to refill the stor age chamber with fuel for the next opera tion of starting.

16. The method of automatically priming an internal combustion engine which comprises storing energy from a moving motor, stopping the motor, utilizing said energy to position a supply of fuel for priming, start-- ing the motor, simultaneously starting the storage of energy from the moving motor, and utilizing a portion of said energy to force the supply of fuel into the motor.

17 The method of storing energy from a running motor comprising compressing a volume of gas in the motor, displacing a movable head by said compressed gas against a resilient means, said resilient means potentially holding the energy, trapping a volume of the compressed gas to maintain the energy potential y, and re easing said co pressed gas after stopping the motor to release the energy potentially stored.

18. The method of storing and dissipating energy from a running motor comprising the expanding of a resilient means, simultaneously trapping a volume of fluid, said. volume of fluid serving to maintain the resilient means in its expanded position, and slowly releasing said fluid to utilize the potential energy of the resilient means after the stopping of the motor.

19. A device for temporarily storing energy from a running motor comprising an expansible chamber, resilient means adapted to contract said chamber, a fluid supply under pressure produced by the moving motor for expanding said chamber, automatic means for trapping said fluid under pressure upon a reduction of pressure in said fluid supply, said means being adapted for a bleeding action after the trapping of said fluid whereby the energy utilized in expanding said resilient means is temporarily stored. V

20. A priming device for a motor comprising a storage chamber for a priming of the motor, said means being adapted to charge of fuel, means to contract said chamgradually expand said chamber upon stopber to a relatively small volume upon operaping the motor thereby drawing a charge of 10 tion of the motor thereby forcing substanfuel into the storage chamber.

5 tially all of said charge into the motor, In testimony whereof, I have hereunto means thereafter to maintain said chamber set my hand.

' in its contracted state during the operation IRVEN H. WILSEY. 

